Transmission



Apnfl 5, 1949. H. E. CARNAGUA TRANSMISSION Filed arch 8. 194:5

loutput shaft is driven in direct drive.

Patented Apr. 5, 1949 Borg-Warner Corpora poration oflllinois tion, Chicago. Ill., a cor- Application March 8, 1943, `Serial No. 478,347

(Cl. 'I4-677) 20'Claims. y l

My invention relates to transmissions and more particularly to transmissions for automotivevehicles.

Transmissions'have been proposed which comprise a hydrodynamic coupling device adapted to drive an intermediate shaft, planetary gearing driven by the intermediate shaft and adapted to drive the output shaft of the transmission at a lower speed than that of the intermediate shaft,A

and friction clutch means for locking up the hydrodynamic device and friction clutch means for locking up the planetary gearing whereby the Such a, transmission is shown in the co-pending application of John M. Simpson and Harold E. Carnagua, Serial No. 426,122, flied January 9, 1942.

It is an object of my invention to provide for use in such a transmission, instead of the friction clutch means for locking up the hydrodynamic device and planetary gearing, Positive clutch means for connecting directly the input and output shafts of the transmission. More particularly, it is an object of my invention to provide such positive clutch means which include means for maintaining the positive clutch means out of engagement except when the input and output shafts are substantially in synchronism.

It is another object of my invention to provide governor controlled means for conditioning the positive clutch means for engagement when one of the shafts of the transmission increases beyond a predetermined speed. It is contemplated that the governor shall preferably be responsive to the speed of the output shaft of the transmission and that the governor shall control a valve for admitting fluid pressure to the positive clutch means for so conditioning the clutch means'for engagement.

fihe invention consists of the novel constructions, arrangements, and devices to be hereinafter described and claimed for carrying out the above stated objects and such other objects as will appear from the following description of a certain preferred embodiment of a transmission and control mechanism therefor embodying the principles of my invention which is schematically illustrated in the accompanying drawing. Referring now to the drawing, the illustrated transmission comprises an input'or driving shaft' the illustrated embodiment of the invention is a torque converter. The torque converter comprises, in additionk to the element I2, a driven 2 element I4 supported by and adapted to driv a tubular shaft I5, which may be termed an intermediate shaft, and the torque converter comprises also a stator element I6 which is carried by a tubular shaft I1 rotatably disposed on the shaft I5. A one-way brake I8, preferably of the roller type, is disposed between the shaft Il and the statorelement I6 and another similar one-way brake i9 is disposed between the shaft I'l and a brake drum 20 which is adapted to be restrained from rotation by means of a brake band 2i. The brakes I8 and I9 function when the brake 2l is operative to allow forward rotation of the element IG but to prevent reverse rotation thereof. The torque converter i3 is of the well known type in which the driving element by rotation thereof functions to drive the driven element by means of iiuid disposed in a housing for the elements and in which the stator element functions when the associated brake drum 2t is restrained from rotation to cause the driven element to be rotated at a higher torque than that which is applied to the driving element and in which the one-way brake it functions to allow the stator element to move in a forward direction along with the driving and driven elements when the, speed of the driven element has increased above a predetermined value.

'Planetary gearing is provided which is adapted to drive the output shaft il and is driven by the torque converter i3.' The planetary gearing comprises a sun gear 22 carried by the shaft i'i,

- a ring gear 2i connected with the output shaft il, a plurality of planet gears 25 (one being shown in the drawing) in mesh with the ring gear 2t, a plurality of planet gears 26 (one being shown in the drawing) in mesh with the sun gear 22 and each of which is in mesh with a planet gear 25, and a carrier 2i for the planet gears 25 and 26 which is fixed to the shaft it. The planetary gearing functions, when the shaft i5 and thereby the planet gear carrier 2l are 'driven and with brake 2i engaged, to drive the ring gear 2t and thereby the output shaft ii in a forward direction at a'speed slower than that of the shaft l5. The sun gear 22 is held against backward rotation by the brakes it and 2i, and the sun gear thus acts as the reaction means of the planetary gearing.

The output shaft II has xed therein a stub shaft 28, and the driving shaft ill is piloted in the shaft 28 as shown. vThe shaft Ii is formed with a cylindrical cavity 29 in which is slidably disposed a sleeve-like member 30 which is keyed to rotate with the shaft il and is provided with alcance clutch teeth 3|. A compression spring 32 is disposed on the shaft 28 inside the member 30 between an end of the member 30 and a collar 33 'd ixed on the shaft 28, 'and the spring functions to hold the member 300yieldably at the limit of its movement in the cavity 29. The driving shaft l is provided adjacent the teeth 3| with a portion 34 having teeth 35 formed thereon. The teeth 3| and 35 are adapted to mesh and interlock when the member 39 is moved outwardly of the lcavity 29, and the teeth thus form a positive type clutch which may be designated generally as 38. Each of the teeth 3| is formed with a slanted or cammed end 3|a and each of the teeth 35 is formed with an end 35a which is slanted or cammed in the same direction as the tooth ends 3Ia. The cammed ends of the teeth 3| and 35 function, if the member 30 is moved Ain a direction to inter-engage the teeth 3| and 35, to prevent such engagement when the shaft I0 is rotating in a forward direction at a speed faster than that of the driven shaft as would be the case when the driven shaft is being rotated by means of the planetary gearing. It will be apparent that the clutch 38 when engaged functions to directly couple driving shaft i9 and the driven shaft and if the brake band 2| is engaged to hold the brake drum 29 against rota- ,tion, the one-way brake I9 will permit the sun gear 22 to rotate in a forward direction to break the power train through the planetary gearing. The illustrated transmission provides two speed ratios in forward drive. When the brake 2| is engaged and with the clutch teeth 3| and 35 being out of engagement, the drive is then in low speed forward from the shaft I9 through the converter |3, shaft I5, carrier 21, planet gears 25 and 25 and ring gear 24 to shaft The shaft in this speed ratio is driven at a lower speed than that of both the shafts I8 and |5. The shaft is driven in high speed forward drive or direct drive when the clutch teeth 3| and 35 are engaged. 'I'he drive is then from shaft I8 through clutch teeth 3| and 35 to shaft The brake band 2| and the positive clutch member 38 are preferably controlled by fluid pressure, such as oil under pressure. A conduit 31 is connected to any suitable source of fluid under pressure and is connected with a valve 38 which comprises a slidable piston 39. The piston 39 is connected by means of a link 40 with a lever 4| adapted to be manually operated. The valve 38 is provided with a bleed conduit 42 and is connected also with a conduit 43. The valve piston 39 and the lever 4| are shown in their neutral positions in the drawing, and in such `positions the valve piston 39 acts to bleed or freely drain iiuid from the conduit 4,3 through the bleed conduit 42, as is apparent. When the lever 4| is moved in a clockwise direction and the piston 39 is moved to the left as seen in the gure, the piston functions in the same manner as in neutral, and when the lever 4| is rotated counterclockwise from its neutral position t'o move the piston 39 to the right as seen in the figure, the valve 38 functions to connect the conduits 31 and 43, asis apparent. p

The brake .band 2| is adapted to be brought into engagement with the brake drum 28 by means of any suitable fluid pressure responsive device such as apiston 44 which is connected by means of a conduit 45 with ,the conduit 43. The arrangement is such that when the lever 4| is moved counterclockwise to connect the conduit 31 with the conduits 43 and 45, fluid under presfluid from the conduit 5|.

sure is supplied to the brake operator 44 through the conduit 45 to engage the brake band 2| on the brake drum 28. The one-way clutch I3 is then operative to prevent rearward rotation of the shaft I1. 1

The conduit 43 is connected to a valve 46 having a valve piston 41 which is connected with an armature 48 of an electromasnet 49. The valve 48 is provided with a bleed conduit 58 and is also connected to a' conduit 5|. 'I'he conduit 5I passes through a. portion 52 of the housing for the transmission, and openings 53 are provided in the shaft il to connect the conduit 5| with the cylindrical cavity 23 in the shaft between the member 38 and the closed end of the cavity 29. l

The electromagnet 49 comprises an energizing winding u and a holding winding ss both of which are grounded at 58. The energizing winding 54 is connected by means of a switch 51, which isadapted to be opened by means of the armature 48 when the armature is moved to the left as seen in the drawing, and by means of a lead 58 and a switch 59 in the latter lead with the battery of the vehicle which is grounded at 8|. The holding coil 55 is connected directly to the lead 58 as shown. The armature 48 along with the piston 41 is moved to the left when the winding 54 is energized, as is apparent, and a spring 52 is provided for moving the armature 48 and the piston 41 back to their positions as shown in the figure. The switch 59 in the lead p 58 is adapted to be actuated bya governor 63 l which is connected with the output shaft so as to be responsive to the speed thereof and also. to the speed of the vehicle. The arrangement is such that when the speed of the output shaft is below a predetermined value, the switch 59 is open and when the speed of the output shaft is above this value, the switch 59 is closed.

When neither of the windings 54 and 55 is energized, the piston 41 is in its position as shown to connect the conduits 5| and 50 for draining With the brake band 2| engaged on the drum 28, the driven shaft is then driven in low speed drive through the torque converter |3 and planetary gearing. The windings 54 and 55 are energized upon the speed of the driven shaft increasing above the critical speed of the governor 53, whereby the switch 59 is closed, and the armature 48 is thereby moved inwardly with respect to the windings 54 and 55 to move the piston 41 to block the conduit 58 and to connect the conduits 43 and 5|. The amature on such movement opens the switch 51, and the coil 54 is thereby deenergized; however, the coil 55 remains energized and the armature and valve piston 41 are thereby held in their positions for connecting the conduits 43 and 5|. Upon connection of the conduits 43 and 5|, fluid under pressure is supplied to the cavity 23 to move the clutch member 30 to the left as seen in the figure to bring the clutch teeth 3| and 35 into contact.` If the shaft I0 is rotating in a forward direction at a faster speed than the shaft il, as would be the case when the drive is through the planetary gearing, the cammed ends 3|a and 35a of the teeth willI make contact and i8 and into synchronism, the teeth 3| and 35 will engage, and the clutch 39 will directly connect the shafts and Il. The transmission is then in high speed drive, and the brake -5 I9 continues to overrun. If the speed of the driven shaft I i decreases below the critical speed of the governor 63, the switch -59 will be opened thereby and the winding 55 will be deenergized. The spring 62 will then function to move the valve piston lil to its position as shown in the figure, and'fluid from the conduit 5l will drain through the conduit 5t, and the spring 32 will then act to move the teeth 3i and 35 out of engagement. If the accelerator (not shown) of the vehicle is then released to relieve the torque on the teeth 3l 'and 35, the spring 32 will function to move the teeth 2i out of engagement with the teeth 35, andthe drive will then be again through the planetary gearing and the output shaft will again be driven in low speed drive.

To provide reverse drive through the transmission, a pawl 6d is provided which is adapted to meshvwith teeth d5 formed on the carrier 2l. When the pawl tt is in engagement with any of the teeth t5; the carrier 2l, the shaft i5 and thereby the driven element it of the torque converter i3 are held from rotation. With the brake band 2i released and the clutch d@ disengaged, the stator element i@ will then be driven in a reverse direction with the element it acting as a stator, and the shaft il, the sun gear 22, the ring gear 2li and the shaft ii will be driven in a reverse direction through the oneway clutch device iii and the planet gears 2d and 2t. The pawl et is controlled by means of an electromagnet $6 comprising an energizing coil 5l, a holding coil tti, van armature @t connected with the pawl, a switch l@ adapted to be in open condition when the armature is at the upper limit of its movement due to energization of the windings el or 6d, and a spring 'H for moving the armature and pawl downwardly. The coils 5l and @t are grounded at l2, and the coil iid is connected by a lead 173, a switch lit, and a lead l5 withthe battery tti. The winding @il is connected by means of the switch it with the lead i3. The switch id is actuated by the lever di, and the arrangement -is such that the switch it is closed when the lever di is in either its neutral position as shown in the drawing or in its forward drive position, being rotated counterclockwise as seen in the ligure. With the switch lli closed, the coil d@ is energized to hold the armature t@ and pawl BQ at the upper limits oi their movement with the pawl 6d out of engagement with any of the teeth t5 andwith a counterclockwise direction to its forward drive position, fluid under pressure is supplied to both the valve 46 and the brake band engaging means 4, and, as long as the speed of the output shaft is below the critical value for the governor 63, the drive is through the torque converter i3 `and the planetary gearing to rotate the driven shaft Il at low speed ratio in a forward direction. When the speed of the shaft il has increased above the critical value for the governor 63, the governor causes :duid under pressure to be applied to the clutch member 3d, and if the vehicle is thereafter allowed to coast, the clutch 36 will engage, and the output shaft ii will then be driven in direct drive. -When the speed of the driven shaft ii thereafter decreases below the critical value for the governor, the clutch 3S may i be disengaged by releasing the accelerator of the vehicle, and the shaft ii will then again be driven at low speed ratio. When the control lever di is rotated to its reverse drive position, the pawi @d is engaged with one of the teeth t5, and the shaft il will then bel driven in a reverse direction through the torque converter it and the planetary gearing. When the lever M is in its reverse'drive position, the valve piston t@ is moved to the left as seen in the figure to drain conduits d3 and d5 by means of conduit t2, and the brake 2i and clutch 3E thus cannot engage when the shaft ii is driven in reverse drive.

My improved transmission and control mechanism therefor is quite simple in construction and arrangement, The transmission advantageously provides a yielding low speed drive through the torque converter and it provides also a direct positive type drive between the shafts of the trans-n mission. I o

I do'not intend to limit the invention to the details shown and described, except only insofar as certain of the appended claims are specifically i so limited, as it will be obvious that modifications switch l@ open. When the control lever di is rotated in a clockwise direction, to its reverse position as indicated in the drawing, the switch iid is' opened and the coil o@ is deenergized where by the spring ii functions to move the armature @d and the pawl @d downwardly to engage the pawl with any of the teeth @d and thereby hold the carrier 2t stationary. The shaft ii is then driven in a reverse direction as described above. When the lever di is moved back to its neutral position, the switch it is closed and the windings El' and @d are energized to move the armature and pawl upwardly for disengaging the pawl from the teeth te. When the 'armature d@ is at the upper limit y of its movement, the switch 'it is held open therebrake band 2i is disengaged from the brake drum 2t, the clutch 36 is disengaged and the pawl 6d is disengaged, and there is thus no drive through the transmission. lWhen the lever di is moved in iii) may be made without departing from the princi ples of the invention.`

I claim: i. in a transmission, the combination of a drivu ing shaft, a driven shaft, a hydrodynamic cou.- pling devicedriven by said driving shaft, planetary gearing driven by said hydrodynamic device and including a one-way brake, said gearing being adapted to drive said driven shaft at a lower speed than the driven element of said coupling device, and a positive type clutch for connecting directly said driving and driven shafts and providing a power train between the shafts independent of said coupling device whereby said one-way brake overruns, said clutch including means for main.- taining the clutch disengaged when there is relative rotation between said shafts.

2. In a transmission, the combination of a drive ing shaft, a driven shaft, a hydrodynamicV cou.. pling device driven by said driving shaft, planetary gearing including a sun gear, a ring gear,

'planet gears vin mesh with the sun and ring gears,V

and a carrier for said planet gears, said carrier being connected with said` hydrodynamic device and said ring gear being connected with said driven shaft, a one-way brake for said sun gear, and a positive type clutch for connecting directly said driving and driven shafts and providing a power train between the shafts independent of said coupling device whereby said one-way brake overruns,

3. In a transmission, the combination of a driving shaft, a driven shaft, a hydrodynamic coue pling device driven by said driving shaft, planetary gearing including a sun gear, a ring gear, a planet gear in mesh with said ring gear, a planet gear in mesh with said first named planet gear and said sun gear, and a carrier for said planet gears, said carrier being connected with said hydrodynamic device and said ring gear driving and driven shafts.

4. In a transmission, the combination of a driving shaft, a driven shaft, a hydrodynamic coupling device driven by said driving shaft,

planetary gearing including a sun gear, a ring gear, a planet gear in mesh with said ring gear, a planet gear in mesh with said iirst named planet gear and said sun gear, and a carrier for said planet gears, said carrier being connected with the driven element of said hydrodynamic device and said ring gear being connected with said driven shaft, a one-way brake for said sun gear, and a positive type clutch for connecting directly said driving and driven shafts and providing a power train between the shafts independent of said coupling device,V said clutch oomprising two toothed interlocking members having the ends of their teeth cammed for maintaining the members out of interlocking engagement when there is relative rotation between said shafts.

5. In a transmission, the combination of a driving shaft, a driven shaft, planetary gearing connectible between said shafts for driving Asaid driven shaft at a lower speed than said driving shaft, and a positive type clutch for connecting directly said driving and driven shafts, said clutch comprising two toothed interlocking members cammed on the ends of their teeth for maintaining the members out of interlocking engagement when there is relative rotation between said shafts, and means responsive tothe speed of said driven shaft for urging said toothed members together on the speed of the driven shaft increasing beyond a predetermined value.

6. In a transmission, the combination of a driving'shaft, a driven shaft,planetary gearing infor connecting said carrier with said driven element and means for connecting said ring gear with said driven shaft, a one-way brake for said sun gear, a manually controlled brake for rendering said one-way brake effective, a positive type clutch for connecting directly said driving and driven shafts, said clutch comprising two toothed interlocking members with the ends of their teeth being cammed for maintaining the members out of interlocking engagement when there is relative rotation between said shafts, a governor responsive to the speed of said driven shaft, a source of fluid pressure, and a valve controlled by said governor for suppling fluid from said fluid source to one of said members for urging'the member toward engaging position when the speed of the driven shaft increases beyond a predetermined value.

8. In a. transmission, the combination of a driving shaft, a driven shaft, planetary gearing including a one-way brake and connectible between said shafts for driving said driven shaft at a lower speed than said driving shaft, and a positive type clutch for connecting said driving and driven shafts whereby said one-way brake overruns, said positive type clutch comprising two toothed interlocking members cammed on the ends of their teeth for maintaining the members out of interlocking engagement when the driving shaft is rotating faster than the driven shaft. l

9. In a transmission, the combination of a driv ing shaft, a driven shaft, planetary gearing including a sun gear, a ring gear, planet gears in mesh with the sun and ring gears, and a planet gear carrier, a one-way brake for said sun gear, means for connecting said ring gear and said driven shaft, means for connecting said carrier and said driving shaft to drive said driven shaft ata lower speed than said driving shaft, and a. positive type clutch for connecting said driving and driven shafts whereby said one-way brake overruns, said clutch comprising two toothed interlocking members cammed on the ends of their bers for connecting directly said driving and driven shafts, said clutch including means for maintaining the clutch out of engagement when there is relative rotation between said shafts, a. governor responsive to the speed of said driven shaft, a source of fluid pressure, and a valve controlied by said governor for supplying fluid from said fluid source to one of said interlocking members to urge the member toward engaging Dosition when the speed of the driven shaft has increased above a predetermined value.

7. In a transmission, the combination of` a driving shaft, a driven shaft, planetry gearing including a sun gear, a ring gear, a planet gear in mesh with said ring gear, a planet gear in mesh with said first named planet gear and said sun gear. and a carrier for said planet gears, a hydrodynamic coupllng device connected with said teeth for maintaining the members out of interlocking engagement when said driving shaft is rotating faster than said driven shaft.

10. In a. transmission, the combination of a driving shaft, a driven shaft, planetary gearing including a sun gear, a ring gear, a planet gear in mesh with said ring gear, a planet gear in mesh with said -rst named planetl gear and said sun gear, and a carrier for said planet gears, a one-way brake for said sun gear, means for connecting said ring gear and said driven shaft, means for connecting said driving shaft and planet gear carrier forrotating the driven shaft at a speed lower than said driving shaft, and a positive type clutch for connecting directly said driving and driven shafts whereby said one-way brake overruns, said clutch comprising two toothed interlocking vmembers cammed on the ends of their teeth for maintaining the members out of interlocking engagement when said driving shaft is rotating faster than said driven shaft. y 1l. In a. transmission, the combination of a members cammed on the ends of their teeth for maintaining the members out of interlocking '(5 engagement when there is relative' rotation be- 9 tween said shafts, a governor responsive to the speed of said driven shaft, a source of fluid pressure, and a valve controlled` by said governor for supplying fluid from said fluid source to one oi said interlocking members to urge the member toward interlocking engagementwith the other toothed member when the speed of the driven shaft has attained a predetermined value.

12. In a. transmission, the combination of a driving, shaft, a driven shaft, a hydrodynamic coupling device driven by said driving shaft, planetary gearing driven by said hydrodynamic device and including a sun gear, a ring gear, planet gears in mesh with said sun and ring gears, and a carrier for said planet gears, said carrier being connected to be driven by said hydrodynamic device and said ring gear being brake for said lsun gear, a positive type clutch connected with said driven shaft, a one-way including two' toothed interlocking members for.

connecting directly said driving and said driven shafts, said clutch includingl means for maintaining the clutch out of engagement when there is relative rotation between said shafts, a governor responsive to the speed of said driven sha-ft, a source of fiuid pressure, and a valve controlled by said governor for supplying fluid from said fluid source to one of said interlocking members to urge the member toward interlocking engagement with the other toothed member when the speed of the driven shaft has increased above a predetermined value.

13. In a transmission, the combination of a driving shaft, a driven shaft, a hydrodynamic coupling device driven by said driving shaft, planetary gearing driven by said hydrodynamic device and including a one-way brake, said gearing being adapted'to drive said driven shaft at a lower speed than the driven 4element of said coupling device, and a positive type clutch for connecting-directly said driving and driven shafts and providing a power train between the shafts independent of said coupling device whereby said one-way brake overruns, said clutch comprising two toothed interlocking members having the ends of their teeth cammed for maintaining the members out of interlocking engagement when said driving shaft rotates faster than said driven shaft.

1d. In a transmission, the combination of a driving shaft, a driven shaft, a hydrodynamic coupling device driven by said driving shaft, planetary gearing driven by said hydrodynamic device and adapted to drive said driven shaft at alower speed than the driven element of said coupling device, said gearing including a sun gear, a ring gear, planet gears in mesh with the sun and ring gears and a carrier for lsaid planet gears, said carrier being connected with said hydrodynamic device and said ring gear being connected with said driven shaft, a one-way brake for said sun gear, and a positive type clutch for connectingdirectly said driving and driven shafts and providing a power train between the shafts independent of said coupling device whereby said one-way brake overruns, said clutch comprising two toothed interlocking members having the ends of their teeth cammed for maintaining the members out of interlocking engagement when said driving shaft rotates faster than said driven shaft.

15. In a transmission, in combination, a drivingshaft and a driven shaft, a hydrodynamic coupling device driven by said driving shaft, an intermediate tubular shaft driven by said hydrodynamic coupling device, planetary gearingdriven in a forward direction solely by said tubular shaft and including a one-way brake, said gearing being adapted to drive said driven shaft at a dierent speed than said driving shaft. an extension on said driving shaft. said extension being encircled by said tubular shaft, and a positive type clutch for connecting directly the extension on said driving shaft with said driven shaft, whereupon said one-way brake overruns.

16. In a transmission, in combination, a driving shaft and a driven shaft, a hydrodynamic coupling 'device driven by said driving shaft, an

intermediate tubular shaft driven by said hydrodynamic coupling device, planetary gearing driven in a forward direction solely by said tubular shaft and including a one-way brake, said gear-- interlocking members cammed on the ends of l their teeth for maintaining the members out of interlocking engagement when there is relative rotation between the shafts. v

17. In a transmission,n in combination, a driving shaft and a driven shaft, a hydrodynamic coupling device including impeller, stator and driven elements, said impeller element being driven by said driving shaft, a first tubular shaft driven by the driven element, an extension on :aid driving shaft, said extension being encircled by said first tubular shaft, a second tubunected with the stator element of said hydrodynamic coupling device, planetary gearing including a sun gear, a ring gear, planet gears in mesh with the sun and ring gears and a carrier for said planet gears, said carrier being connected with said first tubular shaft and said ring gear being connected with said driven shaft and said sun gear being connected'with said second tubular shaft, a one-way brake for said second tubular shaft permitting the shaft to rotate freely in a forward direction, said planetary gearing permitting said driven shaft to be driven at a ldifferent speed than said driving shaft, and a' positive type clutch for connecting directly the extension on said driving shaft with said driven i y ring gear, planet gears in mesh with the sun and ring gears and a carrier for said planet gears,

said carrier being connected with said rst tubullar shaft and said ring gear being connected with said driven shaft and said sun gear being connected with said second tubular shaft, a one-way brake for said second tubular shaft permitting the shaft to rotate freely in a forward direction,

said planetary gearing permitting said driven shaft to be driven at a different speed than said driving shaft, and a positive type clutch for connecting directly the extension on said driving shaft with said driven shaft whereupon said oneway brake overruns, said positive type clutch including two toothed interlocking members cammed on the ends of their teeth for maintaining the members out of interlocking engagement when there is relative rotation between the shafts.

19. In a transmission, in combination, a driving shaft and a driven shaft, a. hydrodynamic coupling device including impeller, stator and driven elements, said impeller element being a first tubular shaft driven by the impeller, an extension on said driving shaft, said extension being encircled by said first tubular shaft, a second tubular shaft, said latter shaft being rotatably supported on said first tubular shaft, a one-way clutch between the stator element and said second tubular shaft permitting said shaft to rotate freely in a forward direction, planetary gearing including a sun gear, a ring gear, a planet gear in mesh with said ring gear, a planet gear in mesh with said first named planet gear and said sun gear, and a carrier for said planet gears, said carrier being connected with said first tubular shaft and said ring gear being connected with said driven shaft and said sun gear being connected with said second tubular shaft, a one-way brake for said second tubular shaft permitting the-shaft to rotate freely in a forward direction, a positive brake for said planet gear carrier, means for rendering said one-way brake and said positive brake alternately effective, said planetary gearing permitting said driven shaft to be driven in a forward direction by said rst tubular shaft at a diderent speed than said driving shaft when said one-Way brake is rendered effective and permitting said driven shaft to be driven in a reverse direction by said second tubular shaft when said positive brake is rendered effective, and a positive type clutch for connecting directly the extension on said driving shaft with said driven shaft, whereupon said one-way brake overruns.

20. In a transmission in combination, a driving shaft and a driven shaft, a hydrodynamic coupling device including impeller, stator and driven elements, said impeller element being driven by said driving shaft, a first tubular shaft driven by the driven element, an extension on said driving shaft, said extension being encircled by said first tubular shaft, a second tubular shaft, said latter shaft being rotatably supported on said first tubular shaft, a one-way clutch between the stator element and vsaid second tubular shaft permitting said shaft to rotate freely in a forward direction, planetary gearing including a sun gear, a ring gear, a planet gear in mesh with said ring gear, a planet gear in mesh with said first named planet gear and said sun gear, and a carrier for said planet gears, said carrier being connected with said first tubular shaft and said ring gear being connected with said driven shaft and said sun gear being connected with said second tubular shaft, a one-way brake for said second tubular shaft permitting the shaft to rotate freely in a forward direction, a positive brake'for said planet gear carrier, means for rendering said one-Way brake and said positive brake alternately effective, said planetary gearing permitting said driven shaft to be driven in a forward direction by said first tubular shaft at a different speed than said driving shaft when said one-way brake is rendered effective and said planetary gearing is permitting said driven shaft to be driven in a reverse direction by said second tubular shaft when said positive brake is rendered effective, and a positive type clutch for connecting directly the extension on said driving .shaft with said driven shaft whereupon said one-way brake overruns, said positive type clutch including two toothed interlocking members cammed on the ends of their teeth for maintaining the members out of interlocking engagement when there is relative rotation between the shafts.

HAROLD E. CARNAGUA.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,755,804 Barbarou Apr. 22, 1930 1,839,145 Forichon Dec. 29, 1931 2,106,423 DeLavaud J an. 25, 1938 2,146,369 Dodge Feb. 7, 1939 2,205,794 Jandasek June 25, 1940 2,223,614 Hopkins Dec. 3, 1940 2,250,316 Vincent July 22, 1941 2,254,334 Vincent Sept. 2, 1941 2,272,434 Schjolin Feb. 10, 1942 2,308,113 Schjolin Jan. 12, 1943 2,308,547l Schneider Jan. 19, 1943 FOREIGN PATENTS Number Country Date A443,283 Great Britain Feb. 25, 1936 510,354 Great Britain July 24, 1939 Certificate of Correction Patent No. 2,466,206. April 5, 1949.

HAROLD E. CARNAGUA It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows:

Column 12, line 20, claim 20,- after the Word gearing strike out is; and that the said Letters Patent should be read With this correction therein that the same may conform to the record of the case in the Patent Ofce. -f--s'- Signed and sealed this 20th day of September, A. D. 1949.

[IML] JOE E. DANIELS,

Assistant Gommzssz'oner of Patents. 

